Just how masterfully Tammie Jo Shults, the pilot of the badly crippled Southwest Airlines Flight 1380, handled the problem of an engine exploding at 30,000 feet is winning admiration from thousands of her fellow pilots—and should finally help to temper the hubris of what has been a notoriously testosterone-charged profession.

Consider this: The Boeing 737’s left engine suffered a catastrophic failure when one of its fan blades—a part that looks like a pirate’s scimitar and is just as lethal when let loose—broke away, ripped through the engine casing that was supposed to contain it, and then, along with other pieces of shrapnel, tore into the skin of the airplane’s cabin.

Airplane cabins are like a pressure vessel. At 30,000 feet, where the jet was when the failure occurred, the pressure inside the cabin was far higher than in the outside air. The debris instantly punctured this pressure vessel, releasing an explosive rush of air. One cabin window was shattered and with the violent release of air, the woman seated at that window, Jennifer Rioardan, was partly sucked out, suffering injuries that were fatal.

Oxygen masks were automatically dropped to passengers to provide air that they could breathe—but inevitably this added to the visceral sense of impending catastrophe.

Simultaneously the crew put on their own oxygen masks. At this point Captain Shults and her copilot were carrying out a visual and audio assessment of the damage to the 737, simultaneously scanning all the instruments to note the condition of vital systems. Most alarmingly, they saw an alarm flashing, indicating that they had an engine fire. Fire of any kind is the last thing a pilot wants to see in a situation like this because if it gets out of control it can destroy an airplane in seconds.

The pilots’ first priority was to make a rapid descent to 10,000 feet where the difference between the outside air pressure and the cabin pressure begins to equalize. This greatly reduces the risk that other parts of the cabin structure will rupture because of the pressure stresses.

At the same time Captain Shults was talking to controllers to report her situation, and requesting an emergency landing at Philadelphia, as well as requesting medical help for passengers.

For any pilot in this situation the most difficult and urgent thing to judge is how responsive the airplane is to their commands. An airplane as crippled as this one becomes difficult to handle. With only one engine working and damage to the other causing unusual air drag, the pilot must correct for asymmetrical power and drag—the airplane naturally tends to swing away from its direct course.

Here it is striking to compare Captain Shults’ plight with that of Captain Chesley “Sully” Sullenberger in his legendary “miracle on the Hudson” landing. Sullenberger lost both engines to a bird strike, but his airplane, the Airbus A320, had “fly-by-wire” controls that gave him an automatic safety margin by restricting the control movements to a computer-dictated “envelope.” In contrast, the flight controls of the Southwest 737, although monitored through computers, remain as they were in the analog age, with the pilot controlling directly through a “yoke.”

And this is where Captain Shults’ background came into play. She is an ex-Navy pilot and one of the first women to fly the “Top Gun” F-18 Hornet, eventually becoming an instructor. Landing supersonic jets on the decks of aircraft carriers is one of the most demanding skills in military aviation. Now, flying on the one engine called for her to use all of her “seat of the pants” instincts to nurse the jet to the runway.

“Landing supersonic jets on the decks of aircraft carriers is one of the most demanding skills in military aviation. Now, flying on the one engine called for her to use all of her ‘seat of the pants’ instincts to nurse the jet to the runway.”

Normally a 737 on final approach would deploy its wing flaps to their full extent, to reduce landing speed to around 140 mph. But Captain Shults’ skills and experience forewarned her that an airplane flying that slowly with its flaps fully extended and with asymmetrical power could become fatally unstable in the final stage of the landing, so she used a minimal flap setting to maintain a higher speed and stability—taking the risk that the landing gear and particularly the tires could survive a higher speed impact.

As the jet came into land the controllers in the Philadelphia tower, looking at it through binoculars, could see that there was an open gash in the side of the cabin. At the same time it was reported that a large piece of the left engine’s cowling had fallen to the ground 60 miles northwest of the airport.

Captain Shults faced another problem with the speed of the landing: She could not deploy the airplane’s engine thrust reversers to help brake the speed after touchdown because of the damage to her left engine. However the touchdown was perfect and, once slowed, the jet came to rest on a taxiway where a fire crew sprayed the damaged engine with foam and put out a small fire from leaking fuel.

The warning of an engine fire had been a false one, probably caused by damage to the alarm system’s wiring.

According to reports Shults was raised on a New Mexico ranch near Holloman Air Force base. “Some people grow up around aviation. I grew up under it” she told Linda Maloney, the author of the book Military Fly Moms.

When she announced in her senior year at high school that she wanted to be a pilot a retired colonel told her “there are no professional women pilots.” That was, apparently, a problem for her when she applied to train to be a pilot in the Air Force. They rejected her, but the Navy gave her the break—and, obviously, it was a very smart move, particularly for everyone aboard Flight 1380.